In the ever-evolving landscape of electric vehicles, MINI takes a leap forward with the electrifying MINI Cooper SE, and it gets a sporty makeover in the form of the John Cooper Works Trim. This new addition to the MINI family not only boasts impressive performance but it also emphasizes the company’s racing heritage.

218 HP and 95 kW Charging

Under the hood, the MINI Cooper SE in John Cooper Works Trim packs a punch with 218 electrically generated horsepower (160 kW) and a robust 330 Newton meters of torque. With a sprint time of 6.7 seconds from 0 to 100 km/h, the MINI Cooper SE promises a fun driving experience. Equipped with a high-voltage battery boasting an energy content of 54.2 kWh, this electric hatchback achieves a range of up to 402 kilometers, as determined in the WLTP test cycle. Thanks to its fast-charging capability with direct current up to 95 kW, the MINI Cooper SE can be recharged in just under 30 minutes from 10% to 80%. The high-voltage battery can also be charged with 11 kW using alternating current.

John Cooper Works Trim: Where Sportiness Meets Style

For those who crave a sportier look, the John Cooper Works Trim is the answer. The iconic John Cooper Works logo, characterized by clear outlines and the traditional red, white, and black color scheme, takes center stage on the octagonal front grille. The 18-inch wheels in Lap Spoke 2-tone design, JCW brake callipers in striking red, and bonnet stripes contribute to the MINI Cooper SE’s dynamic appearance.

The attention to detail extends to the front and rear diffusers, high-gloss black radiator grille surround, contrasting roof, and Chilli Red mirror caps. The MINI LED headlights, with their unique light signatures, and matrix rear lights not only enhance visibility but also add a touch of sophistication.

Racing-Inspired Interior

Step inside the MINI Cooper SE in John Cooper Works Trim, and you’ll find a racing-inspired interior. The JCW seats, featuring synthetic leather with red stitching and multi-colored knitted material, deliver a distinctive look. The black and red color concept extends to the door and dashboard, with the passenger side adorned with a distinctive JCW-specific pattern resembling a chequered flag.

The MINI Experience Modes, including the John Cooper Works-inspired GO-KART Mode, offer a personalized touch to the driving experience. The anthracite red display and interior lighting, coupled with the unique GO-KART sound, elevate the sporty ambiance within the cabin.

First published by https://www.bmwblog.com

Throughout 2023, we extensively tested a multitude of electric BMWs, surpassing our previous test drive experiences. BMW had an exceptional year, significantly expanding its electric vehicle portfolio. The introduction of numerous new EVs marked a pivotal moment, featuring models such as the BMW i4 eDrive35, i4 xDrive40, i5 eDrive40, i5 xDrive40, i5 M60, i7 M70, i3 eDrive40L, iX2, and even the Rolls-Royce Spectre, a noteworthy product of the BMW Group. Additionally, we include the BMW iX1 in this pool of new EVs, despite its introduction in the preceding fall, deeming it more emblematic of 2023.

Our globe-trotting adventures to test these electric BMWs gave us a good understanding of these new models, so in this article, we delve into our top three choices among BMW EVs, providing some explanations for each selection. Certainly, it’s important to acknowledge that these lists and rankings inherently carry a degree of subjectivity. Given the diversity among us as drivers or buyers, individual preferences play a significant role. Nevertheless, this compilation aims to provide valuable insights into our approach to evaluating these new EVs.

Runner-Up 1: BMW iX1

While the BMW iX1 isn’t included in the U.S. lineup, this entry-level crossover has experienced notable success in global markets. In Germany, it stands out as one of the best-selling new X1 products, boasting a compelling blend of luxury, driving dynamics, and a good electric range. In many respects, it serves as a worthy successor to the i3 hatchback, particularly in terms of practicality.

My initial experience with the iX1 was in the fall of 2022, and I returned with a positive impression. It demonstrated remarkable driving dynamics, particularly considering its front-wheel-drive architecture, making it an overall robust product. Recently, our staff writer Andrew also had the opportunity to drive the iX1, and here’s his perspective:

“Being able to waft in comfort is a trait usually reserved for larger and more luxurious vehicles than an X1, yet in the iX1 guise with adaptive dampers, the vehicle was remarkably cosseting. With the suspension in its most comfortable settings, the iX1 has the surprising power of being able to turn bumpy roads into smooth ones. Even if the vehicle rides on 19-inch wheels (like my tester) and you put it in Sport mode, comfort levels remain remarkably high.

Driving over poor-quality tarmac or unpaved roads, the iX1 is really good at soaking up the bumps and not transmitting the forces into the cabin. If there was one thing that was especially impressive, this would be ride quality, which goes really well coupled with the iX1’s excellent sound insulation.

If you want to put the power down early on corner exit, the 2023 BMW iX1 will immediately reveal its front-wheel drive nature, as it’s the front wheels that will get overpowered by torque. This is a very similar experience to that provided by the iX1’s biggest rival, the Mercedes-Benz EQA 350 4Matic, and it’s a trait that doesn’t help either of these vehicles feel especially sporty to drive.”

Runner-Up 2: BMW i7 M70

This is the fastest electric car BMW offers today. With 650 horsepower under the hood (you get the idea), the BMW i7 M70 is a beast of a car. Not only it looks impressive and bold, but it also delivers a neck-snapping driving experience. It can do 0-60 in 3.5 seconds which is ridiculous for a car that weighs more than a Panzer (6,200 lbs).

I was recently in Portugal where BMW was brave enough to let me tackle some of the beautiful and curvy Portuguese roads, and the i7 M70 did not disappoint. It managed somehow to hide its weight and make it feel like a lighter car, while still providing that great 7 Series experience.

“First impressions, this BMW i7 M70 is a ///Monster of a car. It is impressively quick off the line managing to hide its heft. The power delivery is brutal, especially when you pair it with the Launch Control and the Boost Mode which gives you around 60 lb-ft of torque for 10 seconds at a time. It’s genuinely unnerving how quickly you can attain those top speeds, particularly given the remarkably hushed nature of the M70, which might distract you from monitoring the speedometer.

The i7 M70’s suspension impressively absorbed road imperfections, and even in its Comfort mode, it consistently maintains control when traversing rough terrain. However, in spite of its sportier character, the BMW i7 M70 hasn’t compromised any of the comfort that has distinguished the i7 as an exceptional sedan. Overall, the body remains well-controlled and the ride maintains the plush and gentle character of a 7 Series. Even in the Sport or Sport+ driving modes, the ride doesn’t come close to feeling as rigid or unsettled as one might anticipate.

Although other variants provide nearly comparable speed and an equal dose of opulence, there is unequivocally no denying that the BMW i7 M70 caters to those with an unyielding pursuit of the absolute best money can procure.”

Winner: BMW i5 M60

In many ways, the BMW i5 M60 is the smaller brother of the i7 M70. It features the same drivetrain setup, similar tech and luxury items, along with the latest and greatest Driving Assistance Systems. Of course, it makes less power – 590 hp – but that’s enough to put a smile on your face.

I had the chance to sample the i5 M60 in Portugal again, and then later, on the track in South Carolina. While I still love the i5 eDrive40 for its rear-wheel drive setup, the M60’s power and grip is simply addictive.

“From the get-go, it’s abundantly clear that the BMW i5 M60 is a true powerhouse. With its 590 horsepower, the electric sedan’s acceleration is exceptionally smooth and gradual. Yet, a mere tap on the accelerator pedal unleashes a surge of power, even more so when using the Boost Mode (83 extra horsepower for 10 seconds). Despite its weight, which surpasses that of the i4 M50 at 2305 kg (5081 lbs) according to DIN standards, the springs are impressive. While it may not reach the 650-horsepower mark of the latest BMW i7 M70, it’s almost as quick, clocking in at 3.5 seconds for the 0 to 60 mph sprint compared to the i7’s 3.7 seconds. I clocked 3.61 seconds on the GPS RaceBox.

Power distribution from front to rear is executed with pinpoint precision, adapting to the driving circumstances seamlessly. In tight turns, the front end is quite precise, delivering rapid and confident turn-ins. When the rear end demands more grip and precision, power is subtly shifted to the rear, delivering that iconic BMW rear-biased driving sensation. Even with all the electronic stability controls engaged, I did manage to provoke some wheel spin a few times. Driving enthusiasts will appreciate that.”

The Ultimate Flex – Rolls-Royce Spectre

If I were to choose my favorite EV of 2023, without a doubt, it would be the Rolls-Royce Spectre. In my opinion, it epitomizes automotive perfection. However, I acknowledge that it’s a highly exclusive luxury car, and only a fortunate few will have the opportunity to witness, let alone experience it from the driver’s seat. Priced at nearly $500,000, my Rolls-Royce Spectre tester showcased a magnificent blend of engineering prowess and meticulous craftsmanship.

I’m not even going to give a summary of that review, you can read it here. This car is just perfect. Period!

First published by https://www.bmwblog.com

OYou and I might argue that the engine represents the heart of a sports car, but an internal study conducted by BMW paints a surprisingly different picture. As it turns out, most M owners don’t really care what resides under the hood. In an interview with CarExpert, the M CEO Frank van Meel is quoted saying the vast majority of those who buy performance models have other priorities when shopping for an M car.

“We’ve been asking them the same question for a long time during our driving experiences, driver training sessions, etc. and most of the people, I think that 95 percent of all of our customers said: ‘I don’t care what kind of drivetrain is in the car, as long as it feels like an M, and you have to deliver that as M.’ Of course, there are some people who say ‘if there’s not a V8 or six-cylinder inline engine in the car, I won’t buy it’. But most of our customers, and that’s more than 95 percent, at least the ones we questioned, say as long as the [car] drives like an M, feels like an M I don’t actually care.”

In the same extended interview with the Australian magazine, BMW M’s boss revealed the inline-six and V8 engines are not going away anytime soon. Despite stricter emissions regulations, these larger-displacement powertrains will be able to survive thanks to electrification. The XM got the ball rolling, with next year’s M5 Sedan and M5 Touring both set to use a similar plug-in hybrid V8 setup.

Frank van Meel’s statement is hardly a surprise considering his predecessor, Markus Flasch, promised to keep the six- and eight-cylinder engines in production until at least 2030. Consequently, the dynamic duo still has about six years left, which is plenty of time for a variety of special M cars. No fewer than three CS-badged models are in the works, starting with the M4 CS in 2024 and continuing with the M2 CS and M3 CS Touring in 2025.

BMW’s most powerful production vehicle ever, the XM Label, suggests a hotter M5 G90/G99 might already be in the planning stages for a potential debut in the latter half of the decade. After all, the outgoing F90 generation did get the CS treatment as well.

But love it or loathe it, the future is inevitably electric. In fact, the M division won’t wait until the end of the decade to release an M car without a combustion engine. We believe the confirmed electric M3 will come out as early as 2027. In addition, some of today’s ICE-powered M cars might not live to see another generation with gasoline power. We’re talking about the X3 M and X4 M as both high-performance SUVs are widely believed to go purely electric on the Neue Klasse platform. The first M3 Touring might also be the last with an inline-six since Munich insiders claim the speedy wagon will also embrace full electrification.

Source: Car Expert

First published by https://www.bmwblog.com

BMW launched the second-generation M2 in Brazil a few months ago by drifting the sports coupe on the empty streets of Sao Paolo. Available locally only with the eight-speed Steptronic automatic transmission, the G87 has now been upgraded with a bunch of M Performance Parts. Interestingly, it’s the very same Toronto Red car featured in the official video, but now with extra goodies.

The rear-wheel-drive machine hit the track at the Autodromo Capuava in Sao Paulo where it showed off its optional items. It’s a relatively tame M2 considering we’ve seen wild builds with a lot more carbon fiber body add-ons, a large rear wing, and the controversial stacked exhaust tips. This one only has the side spats and the decals, along with some carbon fiber bits here and there.

The most recent entry in the ever-growing M Performance Parts catalog is the centerlock wheel, which was originally launched last year on the ultra-rare 3.0 CSL. The lightweight forged wheel measures 19 inches at the front and 20 inches at the rear. Besides the M2, it’s also available for the M3 Sedan, M3 Touring, M4 Coupe, and M4 Convertible. It comes with 275/35 ZR19 front and 285/30 ZR20 rear tires and has a Jet Black finish with a Y-spoke design.

BMW is not done sprucing up the M2. After all, this generation has only been around for a little over a year, and exciting tweaks are on the way. You can rest assured that the hotly anticipated M2 CS will have some niceties, including a CSL-esque ducktail spoiler. Meanwhile, Individual colors are on the way, kicking off with a pair of matte paints: Frozen Pure Grey and Frozen Portimao Blue.

Rumor has it the German luxury brand intends to keep the current M2 in production until near the end of 2029, so there’s plenty of time for all sorts of revisions. The most important of the lot is expected to be the adoption of xDrive as early as 2026, although this hasn’t been confirmed yet.

Source: BMW Brazil

First published by https://www.bmwblog.com

With downsizing in full swing, the BMW M240i is a special car in the compact segment thanks to its inline-six engine. The German journalists at Sport Auto decided to find out whether its large 3.0-liter mill gives the sports coupe a significant advantage compared to a couple of four-bangers. The rear-wheel-drive variant of the M Performance 2 Series Coupe was pitted against the Toyota GR Supra and the Volkswagen Golf R.

It’s worth noting that the Supra also had a BMW engine, but a smaller 2.0-liter unit known by its “B48” internal codename. The M240i is equipped with a “B58” that also goes into the six-cylinder Supra where it’s offered with a manual gearbox. This combination is believed to be earmarked for next year’s Z4 M40i with a clutch pedal. As for the third car in the test, the hot hatch was the only one from the group with all-wheel drive.

We should mention the BMW had Michelin Pilot Sport 4S tires while the Toyota was equipped with Michelin Pilot Super Sport. As for the VW, it had Bridgestone Potenza S005 rubber. All three were equipped with automatic transmissions, but Toyota does sell this four-cylinder Supra with a manual, while the Golf R can be had with a stick shift in the United States.

Sport Auto took the three cars to Hockenheimring and raced them back-to-back on the Grand Prix layout of the German track. It is 2.84 miles (4.57 kilometers) long and has no fewer than 17 turns, therefore making it an ideal location to test sports cars that offer sharp handling. The M240i RWD came out on top with a lap time of 2:00.07, followed by the VW Golf R (2:01.00) and the Toyota GR Supra (2:03.00).

The Supra is the most affordable of the three, retailing in Germany from €52,850. The Golf R is up next at €54,800 whereas the M240i begins at €58,100 in RWD guise and from €60,100 if you want xDrive. Although the Porsche Cayman wasn’t included in the test, a previous track battle featured the mid-engined coupe, which lapped the circuit in 2:00.03, basically matching the M240i RWD. In the same test from March 2022, the Alpine A110 and Audi TTS posted nearly identical lap times.

Source: Sport Auto / Youtube

First published by https://www.bmwblog.com

The BMW N54 is a twin-turbocharged, inline-6 engine that was produced by BMW from 2006 to 2013. It is considered to be one of the best engines ever produced by BMW, and it was used in a variety of BMW models, including the E82/E88 1 Series, E9x 3 Series, E60/E61 5 Series, and E71 X6. The N54 is known for its smooth power delivery, impressive fuel economy, and tunability. It is also a fairly reliable engine, and it is not uncommon to see N54-powered BMWs with a lot of miles on them.

Specifications

• Displacement: 2,979 cc (181.8 cu in) six-cylinder
• Power: 302 hp, 322 hp or 335 hp
• Torque: 400 Nm (295 lb-ft), 450 Nm (332 lb- ft), 500 Nm (369 lb-ft) or 540 Nm (398 lb-ft)

Features

• Twin-turbocharged
• Direct injection
• Double-VANOS (variable valve timing)
• Open-deck engine block
• Electric water pump

Pros of the BMW N54 Engine

1. Power Potential

The N54 engine excels in power potential, producing 300 horsepower and 300 lb-ft of torque in its factory state. Enthusiasts widely acknowledge its capacity for modification, with simple bolt-on upgrades enabling outputs exceeding 400 horsepower and 500 lb-ft of torque. More extensive modifications, such as upgraded turbos, injectors, fuel pump, and methanol injection, have propelled some N54 engines to over 600 horsepower and 700 lb-ft of torque. The engine’s low-inertia twin-scroll turbos contribute to a smooth and linear power delivery, minimizing turbo lag and ensuring consistent boost across the rev range.

2. Distinctive Sound

The N54 engine boasts a distinctive and aggressive exhaust note that resonates with enthusiasts. Aftermarket exhaust systems or muffler deletes can enhance the engine’s sound while also improving performance and reducing backpressure. Additionally, the N54 engine features an appealing intake sound, especially noticeable during turbo spool-up.

Cons of the BMW N54 Engine

1. Reliability Issues

Despite its performance prowess, the N54 engine grapples with reliability challenges that have impacted its performance and longevity. Notable issues include:

• a. High-Pressure Fuel Pump (HPFP) Failures

  The HPFP, responsible for delivering fuel to the direct injection system at high pressure, has been a consistent source of problems. Owners report issues such as long cranks, rough idle, reduced power, limp mode, or even a no-start condition. Although BMW issued recalls and extended warranties for the HPFP, some owners still experience problems post-replacement.

• b. Carbon Buildup

  Utilizing direct injection, the N54 engine sprays fuel directly into the combustion chamber, enhancing efficiency but leading to carbon deposits on intake valves. These deposits can hinder airflow, resulting in misfires, rough idle, power loss, poor fuel economy, and illuminated check engine lights. Regular walnut blasting services or chemical cleanings every 40k to 60k miles are necessary to address carbon buildup.

• c. Wastegate Rattle

  Wastegate rattle, emanating from the valve controlling exhaust gas flow in the turbocharger, has been a source of annoyance for N54 owners. Excessive play or wear in the wastegate actuator or flap causes this noise, impacting boost control and overall engine performance. Despite service bulletins and software updates from BMW, some owners still report wastegate rattle after remediation efforts.

• d. Oil Leaks

  The N54 engine is prone to oil leaks from various points, including the valve cover gasket, oil filter housing gasket, oil cooler gasket, and oil pan gasket.

The History Of The BMW N54 Engine

The N54 engine debuted with the 335i in the E92 3-Series, but quickly expanded to other BMW models. Surprisingly, over its decade-long production, it remained unchanged, maintaining a 2,979cc displacement, 84 mm bore, 89.6 mm stroke, and a 10.2:1 compression ratio across all models, except for ALPINA tuned versions.

Throughout its lifespan, the N54 was distinguished by its power output due to its consistent configuration.

302 hp

This initial iteration, produced from 2006 to 2016, delivered peak power of 302hp at 5,800 rpm and 295lb-ft of torque at 1,400-5,000 rpm. Independent tests revealed it could reach up to 311 hp and 311 lb-ft of torque. Applications included the E90/E91/E92/E93 335i (2006–2010), E60/E61 535i (2007–2010), E82/E88 135i (2007–2010), E71 X6 xDrive35i (2008–2010), and the E89 Z4 sDrive35i (2009–2016).

322 hp

In 2008, a higher-tuned version was introduced on the F01 740i, produced until 2012, featuring 322 hp at 5,800 rpm and 332 lb-ft of torque from 1,500 rpm to 4,500 rpm. This engine also powered the E92/E93 335is from 2011 to 2013.

335 hp

The most powerful iteration arrived in 2011, maintaining peak torque but increasing power to 335 hp at 5,900 rpm. This version powered the first-generation 1 Series M Coupe in 2011 and the E89 Z4 sDrive35is from 2011 to 2016. Alpina enhanced this engine with new pistons, an oil cooler, and ECU updates, reaching up to 402 hp at 6,000 rpm and 398 lb-ft at 4,500 rpm. It was used in the ALPINA B3 (E90), ALPINA B3 S, and ALPINA B3 GT3.

Should I Get A BMW With The N54 Engine?

In conclusion, while the BMW N54 engine offers impressive performance and tunability, potential buyers and owners should be aware of its reliability challenges and associated maintenance requirements. Regular inspections and timely interventions can help mitigate these issues, ensuring a more satisfactory ownership experience.

We’ve had our own fair amount of issues with the N54 in the BMW 1M Coupe. At the 20,000 miles mark, BMW had to replace the turbos and the High-Pressure Fuel Pump (HPFP). It was a known issue with the N54 and the engine has been reliable since.

First published by https://www.bmwblog.com

BMW has yet to reveal the 4 Series facelift, but the updated headlights of the coupe are somehow already available to buy. German website Kleinanzeigen (German for “Classifieds”) lists a complete set of headlights for the G22 LCI. Available to buy at the source link included at the bottom, the lights have the new sharper-looking daytime running lights we’ve seen on prototypes as well as the M4 GT3 EVO race cars.

The blue accents used to only mean laser technology but that’s no longer the case since BMW appears to be moving away from this setup. Some of the recent models have blue inserts for the adaptive matrix LED headlights. You’ll be seeing these lights on several cars as aside from the 4 Series Coupe, they’re also coming to the 4 Series Convertible and 4 Series Gran Coupe / i4. In addition, spy shots have revealed the M3 Sedan and M3 Touring are also switching to this new look.

Although the headlights are listed on a German website, the items are located in Zagreb, Croatia. A complete kit with all the necessary modules is going to set you back €3,000 or about $3,200 at current exchange rates. The product sticker reveals these headlights were manufactured in Slovakia on August 30, 2023. The ad on Kleinanzeigen claims the headlights are brand new.

Your guess is as good as ours as to why the headlights are already for sale. BMW’s supplier has certainly built more than a few sets already since we’ve seen them on several prototypes undergoing testing. However, it’s unusual for the items to already be up for grabs, possibly months before the 4 Series Coupe LCI is officially revealed.

Don’t be too surprised if the ad will be gone sooner rather than later. BMW certainly doesn’t want the design of its updated lights to leak online in such a strange manner. The G22 LCI is reportedly going into production in March 2024, so expect a world premiere in the first months of next year. The 4 Series Coupe has already entered the 2024MY in the United States, so the updated model will be sold as a 2025MY.

Source: Kleinanzeigen

First published by https://www.bmwblog.com

BMW might have made some controversial design decisions in recent years but its strategy regarding engines has been almost flawless. Almost because the V12 is gone. While AMG has halved the C63’s cylinder count resulting in a tiny four-banger and is preparing to downsize E63’s V8 as well, the M division is sticking to its inline-six and V8. In an interview with the Australian magazine Drive, the mayor of M town ruled out downsizing.

Frank van Meel reiterated the next-generation M5 coming in 2024 is still going to have eight cylinders, supplemented by an electric motor. The M CEO confirmed the super sedan will inherit the PHEV V8 setup from the XM, and the engineers are going to fit this electrified setup inside the M5 Touring as well. The man in charge of the performance division explained a new powertrain is always being developed for multiple cars.

BMW can keep the inline-six and V8 engines alive despite increasingly stricter emissions regulations by adding a hybrid component. What comes after that? Frank van Meel said the next logical step will be purely electric M cars instead of electrifying combustion engines that have a smaller displacement. However, he went on to say the technology for a full-fat M electric model is not ready yet. He admitted the i4 M50 – the M division’s best-selling car in 2022 and the first half of 2023 – is “not a high-performance car.”

For an EV to earn the desirable M badge, the M CEO said it would have to complete one or two laps of the Nürburgring at full throttle. As it stands, hitting speeds of over 155 mph (250 km/h) during a hot lap “won’t get [you] any much further” in terms of the range provided by the battery pack. Consequently, van Meel says that poses a restriction for the current crop of sporty EVs.

Aside from sufficient range, another criterion that a zero-emission M car must meet is to offer a continuous power output for as long as possible rather than just 10 seconds or a minute.

The first true M car with an all-electric setup will be an M3-sized sports sedan. The fact that it’s in the planning stages has already been officially confirmed by the firm’s head of development. As to when it’s coming out, rumor has it BMW intends to launch the Neue Klasse-based performance EV around 2027. Despite a recent trademark filing, it won’t be called “iM3.” Based on our sources close to Munich, it allegedly carries the “ZA0” internal codename and is going to have somewhere in the region of 700 horsepower.

Source: CarExpert

First published by https://www.bmwblog.com

With the recent launch of the Tesla Cybertruck, one of the big talking points was its steer-by-wire system, which doesn’t have a physical connection between the helm and the wheels. The Cybertruck is credited with being the first production vehicle that’s exclusively available with this completely electronic steering system.

It’s technically not the first production car with steer-by-wire, as that distinction goes to the Inifiniti Q50 sedan and Q60 coupe launched in 2017. They have a conventional steering rack as standard, but buyers could optionally equip them with what the manufacturer called Direct Adaptive Steering, or DAS, its version of a steer-by-wire system.

The Toyota bZ4X and its fancier brother, the Lexus RZ450e, both also come with a conventional steering rack as standard, but buyers can pay extra to get steer-by-wire instead. The advantages of steer-by-wire are multiple, and while it does take some getting used to, once you’ve tried it, there is a strong chance you will like it, and you will wonder why it took the industry so long to implement this in production vehicles.

BMW hasn’t announced when it plans to implement steer-by-wire in a production car. The first BMW with steer-by-wire was an M6 GT3, one of the cars that Rowe Racing raced in the DTM championship in 2021.

What Is Steer-By-Wire?

Steer-by-wire ditches the traditional steering rack for sensors, servos, and actuators. It relies on sensors to detect input through the steering wheel, and the information is then relayed completely electronically to a control unit. This is connected to an electric steering rack, which it tells exactly how much to turn the wheels and in which direction.

One big advantage of steer-by-wire is its ability to have an endlessly variable steering ratio, which constantly adjusts depending on speed, the selected driving mode, or other factors like road conditions. This means that the same amount of steering lock applied at low speeds will have much less impact on the car’s direction when driving faster, and the transition between low- and high-speed ratios is gradual and seamless.

This will take some getting used to, but according to those who have already driven cars with steer-by-wire systems for longer, the learning curve is not steep, and applying less lock quickly becomes second nature.

In most steer-by-wire systems, the wheel will only turn about 180 degrees in each direction, so it requires much less arm twirling than a traditional steering rack and column setup to go from lock to lock. If it’s calibrated well, it also doesn’t seem to impact driving fun, at least if we judge by the slew of Tesla Cybertruck reviews that praise its steering.

Steer-by-wire also opens up the possibility of some new active safety features. It could, for instance, aid with new cars’ lane-keeping assist to slightly override your steering input to keep the car in the center of its lane, or it could help automatically compensate for crosswinds so that you wouldn’t have to do it yourself.

But while all of this sounds very positive, you probably still think it’s disconcerting to drive a vehicle whose steering wheel does little more than send signals to sensors. There is certainly psychological comfort in knowing your car’s vital controls have a physical connection to the thing they’re controlling.

What Is Throttle-By-Wire?

However, we’ve been using by-wire controls in production cars since the late 1980s, and the horror stories are rare. Take throttle-by-wire, first introduced in a BMW, the E32 7 Series, which debuted in 1986. While there have been some highly publicized unintended acceleration incidents, some of which had tragic consequences that led to lengthy legal proceedings, throttle-by-wire has brought countless benefits that outweighed the potential downsides.

Firstly, since it no longer required a throttle cable, manufacturers were able to eliminate parts and complexity, which resulted in more affordable products. Throttle-by-wire also made driving smoother, it allowed for different mapping of the throttle pedal (that could change at the touch of a button through driving modes), and it made the integration of cruise control much simpler, among other advantages.

What is Brake-By-Wire?

Throttle-by-wire is a system we’ve pretty much accepted, and it’s ubiquitous in modern cars. Brake-by-wire, however, is still not all that common, although there are production cars that have it. Mercedes-Benz was the first manufacturer to offer this system in a production car, the W211 E-Class, launched in 2001.

The system was called Sensatronic Brake Control (SBC), and it was introduced with the goal of offering a more consistent pedal feel and easier modulation thanks to the use of electronic control to regulate the hydraulic braking system. The manufacturer also said SBC was designed to lower stopping distances and even account for brake pad wear.

Mercedes also offered SBC in the W220 S-Class starting in 2001, but the system was eventually phased out, and until today, the automaker has stuck to a conventional braking system with a pedal directly linked to the braking system. It is worth noting, though, that elements of brake-by-wire have been implemented in electric and electrified vehicles’ regenerative braking systems, so while the tech did not take off in its original form, it still proved useful on a larger scale.

What’s Next For Steer-By-Wire?

So, where does this leave steer-by-wire? Will it be like throttle-by-wire and take over the industry within a few years, or will it be more like brake-by-wire and simply be a step in the evolution of another system? Well, given its many advantages, it looks set to become the mainstream solution in all new cars by the end of the decade, although with its widespread adoption will surely come problems.

We can’t say what these issues will be, but as with any new technology that finds adoption on a mass scale, the likelihood of something going wrong with it goes up dramatically. However, it seems to be a natural direction for the industry to go in, and with it being an integral part of the Tesla Cybertruck driving experience and a big talking point, its adoption will be accelerated.

[Photos: Tesla Inc, Toyota Motor Corp.]

First published by https://www.bmwblog.com

BMW Group is gearing up to establish a state-of-the-art Talent Campus in Munich. The futuristic structure will be constructed in the northeast of the home plant, replacing the former car park on Riesenfeldstraße. Set to open its doors in the summer of 2025, the Talent Campus is designed to cater to the training and education needs of approximately 40,000 Munich-based BMW Group employees, including 900 trainees.

The new Talent Campus will complement Munich’s existing buildings and training spaces, forming an open and innovative campus. It aims to not only provide cutting-edge training spaces and workshops but also feature a staff restaurant and a public café. The inclusion of green spaces will seamlessly integrate production into the surrounding neighborhood.

One of the standout features of the Talent Campus is its commitment to sustainability. The building will predominantly be constructed from wood, visible not only in its structure but also on the façade. This choice not only adds warmth to the interior but also contributes to a natural and inviting external appearance. Generous windows throughout the building will flood each space with ample daylight, creating an optimal learning atmosphere.

BMW says this synergy will provide the ideal conditions for successful learning, allowing BMW Group trainees and employees to develop the skills necessary for the future of the automotive industry. Beyond serving the Munich site, the Talent Campus aims to open selected spaces for public training courses, fostering collaboration and knowledge-sharing.

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The new BMW M2 shared the circuit with an eclectic array of cars during a track day organized in Australia at The Bend Motorsport Park located some 62 miles (100 kilometers) from Adelaide. This right-hand-drive G87 fitted with the eight-speed automatic transmission was put through its paces and even managed to pose a real challenge to a fully fledged supercar. An onboard video shows the driver successfully keeping up the pace with a McLaren 570S.

Of course, that’s not to say a front-engined sports car like the baby M is anywhere near as fast as a mid-engine supercar from Woking. For starters, this wasn’t a race per se between the two but the man behind the wheel of the M2 did do a remarkable job to stay in the 570S’ rearview mirror. Someone who drives an ultra-expensive performance machine on a race track will always be more careful than the others since a small mistake can prove to be extremely costly. Consequently, we’re fairly certain the McLaren wasn’t pushed to its full potential.

Inaugurated in 2018, The Bend Motorsport Park was rebranded earlier this year as the Shell V-Power Motorsport Park. It hosts a challenging circuit with multiple configurations available, up to 4.8 miles (7.7 kilometers) long. It has received the stamp of approval from the Fédération Internationale de l’Automobile (FIA) for car racing and the Fédération Internationale de Motocyclisme (FIM) for motorcycle racing.

The BMW M2 driver was left impressed by the level of grip available, and while the extra weight of the G87 was noticeable, it still felt nimble through the corners. Although the McLaren 570S plays in a superior league, the M2 managed to hold its own and remained on the supercar’s tail throughout the lap. On the straight, it hit a respectable 226 km/h (140 mph).

The rumored xDrive version arriving in 2026 should be even faster around a track, especially taking into consideration it’ll have well over 500 horsepower.

Source: Lamanna Garage / YouTube

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It’s usually M or at the very least M Performance cars that tend to be built in a high-end configuration but that’s not the case here. This X4 is not an M40i nor is it the full-fat X4 M and yet it has been lavishly specced. A new walkaround video puts the spotlight on a relatively lowly X4 xDrive20i with the M Sport Package and a few interesting options.

For starters, the Sports Activity Coupe is painted in an Individual color. You might remember seeing Anglesey Green Metallic earlier this year as one of the new shades available for the XM. It’s now on a lesser X4 where it’s been combined with a plethora of black accents. The 20-inch wheels with a double-spoke design are finished in Jet Black and come together with the M Sport brakes with blue calipers featuring the famous three colors and “world’s most powerful letter.”

Whoever played with this X4’s configurator certainly didn’t skimp on options. The interior gets Vernasca leather with a Cognac finish that looks great on just about any BMW where the upholstery is offered. Since the G02-generation X4 is one of the oldest models on sale today, it still has the previous iDrive. Depending on personal preferences, that’s both a good and a bad thing since some people prefer the new dual-screen layout while others still want to have traditional buttons on the center console.

Sources close to Munich have told us the X4 will not live to see another generation with combustion engines. In its place, BMW will try to sell you the latest X2, which is far larger than its predecessor. Production of the G02 model is rumored to end in November 2025.

The X4 could return in the latter half of the decade as a fully electric iX4 (NA7) on the Neue Klasse platform. We’re hearing it could even get a full-fat M variant internally known as the “ZA7.” Expect the iX4 to go on sale in 2026, so an M variant is unlikely to arrive before 2027.

Source: AutoShow Channel / YouTube

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BMW never sold its awesome M5 Touring in the States but that’s about to change in 2024. Certainly, the company remains tight-lipped regarding the deployment strategy for their upcoming M5 Touring. However, information from our sources indicates that the M5 plan for the U.S. market has been in development for several years. Having observed multiple prototypes of 2025 BMW M5 Wagon/Touring, we’ve chosen to create a design based on recent spy photos.

Bold Front-End, Wide Wheel Arches

The design inspiration for the front end is unmistakably drawn from the BMW i5 M60, while the rear is expected to align with the design cues of the upcoming BMW i5 M60 Touring. Notable elements include a prominent front bumper crafted in the signature M style, featuring a sizable air intake and air breathers. The kidney grille further mirrors the distinctive horizontal slats seen on the BMW i5 M60.

The headlights are likely to be similar to those on the new 5 Series, so there shouldn’t be any big surprises there. The 2025 BMW M5 Touring renders also show flushed door handles and four exhaust pipes. Beneath the camouflage, you can see new taillights with slim horizontal LED strips.  Overall, the 2024 BMW M5 Touring looks stylish with its sleek side skirts and a subtle roof spoiler.

Around 720 Horsepower

The powertrain within the 2025 BMW M5 Touring comes from the BMW XM. It now combines a plug-in hybrid system with the brand-new S68 4.4-liter V8 engine, resulting in a formidable minimum output of 718 horsepower for its standard model. Although the exact torque figures are not yet confirmed, we anticipate them to be on par with the BMW XM Label Red, boasting 738 lb-ft of torque. As a plug-in hybrid, the upcoming BMW M5 Touring will also operate on electric power.

Although the official performance figures are yet to be released, the 2025 BMW M5 Touring is likely to surpass its predecessors in terms of acceleration and top speed. The high-powered S68 V8, coupled with the instant torque provided by its electric motor, will compensate the weight penalty induced by the battery pack, resulting in blistering acceleration.

BMW will debut both the G90 M5 Sedan and G99 M5 Touring next summer so expect to see them at events like the Goodwood Festival of Speed and/or Monterey Car Week. The start of production will begin in November 20224.

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During the BMW USA Test Fest, we seized the opportunity to evaluate the performance of the 2024 BMW i5 eDrive40 in comparison to the all-new BMW 530i. Although both vehicles feature rear-wheel drive, they are distinguished by entirely different drivetrains. The i5 eDrive40 offers electric power with 335 horsepower and a choice of rear-wheel or all-wheel drive, while the 530i features a 2.0 liter turbocharged 4-cylinder engine with a mild hybrid system and also with a choice of rear-wheel or all-wheel drive as well. The 530i delivers 255 horsepower and both have the same amount of torque: 295 lb-ft.

The i5 boasts quicker acceleration, from 0-60 mph in 5.7 seconds while the 530i achieves 0-60 mph in 5.9 seconds. But there is a major weight disadvantage for the i5 eDrive40 which weighs nearly 5,000 lbs compared to the 4,000 lbs in the 530i. So will the additional power make up for the extra weight? That’s one of the things we wanted to find out in this head-to-head comparison. The price difference is also significant. The 2024 BMW i5 eDrive40 starts at $67,795 while the 530i RWD begins at $58,895.

Apart from the distinctions in drivetrain, these two business sedans share identical characteristics. Both are constructed on the CLAR flexible architecture, adhering to the same design language. From a distance, discerning between the gasoline and electric variants can be a challenge, as they exhibit subtle differences. One such nuance is the presence of the “i” logo on the electrified 5 Series’ kidney grille. Internally, both models feature identical designs, material options, trim choices, and technological features.

Naturally, their driving experiences are extremely different. The i5 eDrive40, with its instant torque, offers a more engaging and, dare I say, fun drive. In contrast, the B48 takes a bit more time to deliver the power required in scenarios such as overtaking or navigating corners. Of course, our video review will cover that aspect and more, so let’s take a look!

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You’re already spending about $85,000 on an i5 M60 before options so what’s another few thousand dollars to make it a bit special? This high-end G60 build exhibited at the BMW Welt in Munich explores a high-priced 5 Series Sedan that combines a matte Individual paint with M Performance Parts. It’s essentially the closest you can get to an electric M5, which won’t come out soon. In the meantime, next year’s super sedan (and wagon) will be a plug-in hybrid V8.

Finished in Frozen Pure Grey, the electric M Performance variant of the new 5 Series has been decked out with an aerodynamic body kit made from carbon fiber reinforced plastic. From the front splitter to the rear diffuser, all these optional goodies are built from CFRP. That includes the side skirt attachments and trunk lid spoiler, with all M Performance Parts sealed with clear lacquer.

Compared to a regular i5 M60, it has different lightweight alloy wheels measuring 21 inches with a Y-spoke design and a two-tone finish. It also happens to boast the upgraded brakes with red calipers, so this is truly the cream of the crop (so far) in terms of 5 Series configurations. BMW decided to apply a Frozen Black decorative stripe and give the headlights the Shadowline treatment to complement the dark kidney grille.

To get an idea of how vast the M Performance Parts catalog is nowadays, even the shark fin antenna has been dipped in carbon fiber. Although the interior is not shown in this walkaround video, we know from BMW the i5 can be configured with carbon door sill plates, velour floor mats, and even an M-branded key case. Those with deep pockets can order a carbon fuel filler cap that comes with double-sided adhesive tape so that you can attach it to the car’s original cap.

This fully electric M60 is currently the only M Performance version of the 5 Series but we’re hearing an M560e xDrive will land in 2024 as a plug-in hybrid with an inline-six engine.

Source: paul_m8 / YouTube

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The 2023 Essen Motor Show is in full swing, and as is the case every year, it’s filled to the brim with heavily modified BMWs. Whether you like sedans, coupes, SUVs, or wagons, there’s something for everyone at the annual tuning show held in Germany. You can think of Essen as Europe’s SEMA show since it hosts wild creations, some of which are frankly too much for our tastes.

It’s not just modern BMWs that have received the aftermarket treatment since we’re noticing more than a few oldtimers. As one would expect, many of the tricked-out machines are M cars, along with an interesting 3 Series wagon (F31) transformed into an M3 Touring wannabe that BMW never made. Some of the builds featured in this video are over the top but to each his own.

One of the most expensive projects exhibited at the show is an M2 G87 modified to mimic the M3 E36 GT. It cost nearly €265,000 to build and the modders left no stone unturned since just about everything was modified. It’s not just road-going BMWs that have been customized since the Essen Motor Show also hosts a couple of track-only machines, including the M4 GT4.

This year’s show runs until Sunday, December 10, so you still have plenty of time to check out all the amped-up BMWs.

2024 is already shaping up to be another good year for fans of the Bavarian marque considering the M4 CS, M5 Sedan, and M5 Touring will all be introduced in 2024. In addition, the M3 Sedan and M3 Touring will get a Life Cycle Impulse. We might also finally see the Z4 M40i with a six-speed manual. Time will tell how many of these updated performance cars will be released in time for tuners to start modifying them for next year’s show.

Source: TestLife / YouTube

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It’s already December, so BMW Group Classic is eager to start the upcoming holiday season with a Christmas clip. Two minutes long, the video was recorded inside a nearly empty BMW Welt where janitor Klaus used his trusty floor machine cleaner while being surrounded by immaculate oldtimers. Once the bored and sleepy caretaker leaves the room, the cars begin to whisper to one another.

The discussion revolves around Christmas gifts and puts the spotlight on several cars that are part of the official BMW Group Classic fleet. While the black 3 Series E30 is instantly recognizable, the other car sitting to its right is lesser known. It’s a race-prepped 700 Sport, a small rear-engined model built from the late 1950s until the mid-1960s. The legendary Hans Stuck triumphed in the 1960 German Hillclimb Championship in a 700. The very same year, he achieved a class victory at the 12 Hours of Hockenheim.

A red-hot M3 E30 also makes an appearance after that black 320is from the same second-generation 3 Series says it wants that big rear spoiler. The video showcases the quirky yet adorable Isetta along with a 501 modified for police car duty. Each and every car featured in BMW Group Classic’s Christmas video has something to say in a bid to give these vintage cars a human side for the festive season.

The latest video from BMW Group Classic follows an interesting film released last month with several iterations of the Neue Klasse. At the beginning of the year, we also got a closer look at a mint-condition 7 Series (E23). As for last year’s Christmas video, it featured the 2008 M1 Hommage concept.

You quickly realize we’re all getting older when the E30 is a focal point of a BMW Group Classic official video. Sure, there are much older cars in the film but the second-generation 3 Series is already more than 40 years old.

Source: BMW Group Classic / YouTube

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BMW is still investing in diesel engines, and in Europe, it has kept offering them in many models, including the brand new G60 5 Series, which can be had as the entry-level 2024 BMW 520d. The manufacturer has kept incrementally improving its range of diesel mills to keep them desirable in Euro buyers’ eyes, going against the industry’s strong trend to move away from diesel in favor of hybrid or fully electric power.

Diesel engines are nowhere near as common in new cars in Europe as they used to be even a decade ago, and some models that used to be defined by diesel engines on the Old Continent can today no longer drink from the black pump. Many manufacturers still offer them, though, and BMW is one of them, which is excellent news because its diesels are fantastic, even its entry-level units.

The G60 BMW 520d may look like a radical departure from its predecessor, the G30, but it is powered by a development of the familiar B47 four-cylinder turbo mill, which in its latest incarnation has a revised mild hybrid system that brings some advantages to the car’s refinement and drivability.

The Four-Cylinder Diesel Still Makes Sense in Europe

Opting for the brand new G60 5 Series in 520d form won’t condemn you to life in the slow lane. Thanks to the light electrification of the mild hybrid, the mill now makes almost 200 horsepower, and even though the G60 is around 100 kg (220 pounds) heavier than the G30 it replaces, BMW gives almost identical naught to sixty times for the new and heavier car. With 197 horsepower arriving at 4,000 rpm and 400 Nm (295 pound-feet) delivered flat between 1,500 and 2,750 rpm, the G60 520d will hit 100 km/h (62 mph) in 7.3 seconds. The acceleration figure is the same regardless of whether you specify xDrive or not, and the same goes for the claimed efficiency figures, which also don’t change if you add all-wheel drive.

I was impressed by how smoothly the car was able to restart its engine (both after the stop-start system’s intervention or even starting the car up from cold) since it no longer has a traditional starter but a more powerful integrated starter generator courtesy of the mild hybrid tech. It runs on a 48-volt electrical system supplied by a 0.48 kWh lithium-ion battery pack, and it not only provides the smoothest engine starts you have ever experienced (especially in a diesel), but it also gives extra torque for short bursts of acceleration.

Impressive Fuel Consumption

BMW says a 520d should use no more than 5.6 l/100km, or 50.44 US mpg, but during my time with the car, my 520d xDrive tester averaged just under 10 l/100km, or 23.5 mpg. Most of my driving was done in town, though, and I didn’t try to drive it efficiently, so the figure is pretty good. Driving it constantly at around 114 km/h (70 mph) on the highway, the vehicle was showing an instant consumption of around 5.5 l/100 km, or 42.8 US mpg.

Even with a relatively small 60-liter (15.85 US gallon) fuel tank, a 520d (xDrive or not) should still be able to squeeze over 1,000 km (620 miles) out of a full tank driven mostly out of town. This is where the diesel’s appeal stems from: you can cover vast swathes of the continent’s highways very frugally, and thanks to the engine’s torque rating, it feels muscular and eager to pull even at low rpm.

Don’t get me wrong, though. The 520d xDrive feels reasonably quick pulling away, but its acceleration noticeably tapers off when you put your foot down at higher speeds, like from 160 km/h to over 200 km/h (99 mph to 124 mph). It does feel capable of reaching its maximum speed of 233 km/h (144.8 mph), but you will need a long stretch of empty autobahn (and maybe a bit of tailwind or a slight downhill section) to get there.

There’s no getting away from the fact that compression ignition is powering the car, especially when the engine is cold or at idle. It’s better than before, though, and BMW has done a remarkable job of isolating the cabin from the harshness and vibration of a four-pot diesel. Even with this entry-level power plant that lacks the smoothness of a six- or eight-cylinder configuration, the new 5 Series still feels like a proper mini 7 Series.

7 Series Vibes

The BMW G60 5 Series has grown in all directions compared to its predecessor (even in height because it needed space in its belly for the i5’s battery packs). It is just shy of 10 cm (4 inches) longer overall, and thanks to a slightly longer wheelbase, it provides more interior room too. Its almost 3-meter (118-inch) wheelbase makes it about the size of a short-wheelbase F01 7 Series from ten years ago.

It’s worth noting that my tester had the optional rear-wheel steering, which can turn the rear wheels by up to 2.5 degrees in the opposite direction to the fronts to aid with low-speed maneuverability. This makes the G60 feel very small and nimble, and I was impressed by how natural the rear axle’s steering intervention felt—this is the first car ever where I’ve actually enjoyed feeling the rear steer as it bestows the car with remarkable agility.

This feeling of agility is also helped by the fact that the variable-ratio steering feels very quick and sharp. However, the steering doesn’t seem to offer quite as much feel as in the G30, and it doesn’t instill quite as much confidence through the corners as the outgoing model.

The biggest problem I had with the steering was that it felt too light and disconnected in Personal mode. It frankly felt like a Mercedes in this respect (which may not be a bad thing for its role as a cruiser). That may be fine when you’re maneuvering through town, but show it a few corners, and you will immediately feel the need to put the car in Sport mode to make the steering feel more weighty and give you the kind of confidence that you need to attack corners at higher speeds.

The G60 2024 BMW 520d somehow didn’t feel like it wanted to be hustled, promoting a more relaxed character instead. This may be different in versions with more powerful engines, the M Pack, or the optional active antiroll bars, but my tester felt like all it wanted to do was cruise while mindful of how much fuel was being used in the process.

Lovely Interior Is 7 Series Big

BMW has ditched most traditional interior design cues for the G60 and produced a very modern and minimalist interior. It’s removed the physical climate controls, all the vents for the climate system are now hidden, and there are generally far fewer buttons than before. Functions have been grouped into menus dedicated to seat comfort, lighting, car settings, driving modes, and others.

The curved twin-screen array that pairs a 12.3- and 14.9-inch screen now runs a revised iteration of the BMW operating system, now version 8.5, which brings some notable improvements. The biggest one I noticed was the grouping of some shortcut buttons in the lower part of the screen. They give you direct access to media functions, navigation, climate controls, the app screen, and the phone menu.

They are always present in the lower part of the screen and they make for a considerably better user experience than before (BMW calls this “Quick Select”). The app screen you have to scroll through is still far from perfect, but at least you can set your most frequently used apps as shortcuts that you can easily access via a drop-down menu from the top of the screen.

Wireless Apple CarPlay worked flawlessly over the few days that I had the car, although on a couple of occasions, the screen felt a bit laggy and slow to respond, and it took a few minutes to work properly again. I also used the BMW voice assistant for several functions, and it did a surprisingly good job of understanding my natural speech and activating what I had asked for in the way that I had asked for it.

The steering wheel is no longer a wheel in the G60. The base helm has a rim that is more flat than round. It is flat at the top and bottom, but there are also flat bits on the sides, and even the part you grip when you hold the wheel correctly is flat. However, while this may look slightly unusual, it didn’t impair comfort or usability in any way.

If you want a more conventional steering wheel, which is mostly round and only has a flat bottom, you can opt for the M Sport pack.

My tester had the optional electric comfort seats. They proved really comfortable even on longer journeys, but they are less complex than the G30’s comfort seats. The ones in the G30 had a two-piece backrest that allowed for extra adjustability, and it allowed you to find a better driving position. In my experience, the seats in the G30 provided better comfort overall than the ones in the new G60, although the difference is not massive.

The Veganza faux leather that BMW is pushing with its newest models is actually pretty good. It feels more sumptuous and is an improvement over the Sensatec it replaces, and the manufacturer says it’s greener and more sustainable to manufacture too.

Even the steering wheel gets the Veganza upholstery, but it would be hard to tell it’s not real leather if you didn’t know it was artificial. I did spot some, not very high-quality feeling plastics throughout the cabin, though, such as on the entire lower parts of the door cars, the panes around the window and mirror controls, and the indicator and wiper stalks (which felt especially cheap and low-quality).

The experience of being in the back of a G60 is really pleasant, though, thanks to a very large rear bench that doesn’t push your knees up too much (which is the case with some similar sedans). Drop the armrest, and two passengers will easily be able to spend many hours in the back of one of these cars without it becoming unpleasant.

Exterior Design Dictated by the i5

The reason the G60 5 Series is so tall is because BMW needed to leave room in its lower part for the big battery packs that power the fully electric i5 variants. This has made the car over an inch taller than its predecessor, and this seems to have dramatically affected its proportions.

The hood and trunk lines now rise towards the greenhouse in a much more pronounced fashion than before, and the A-pillar also seems to have been pushed forward compared to the G30 (or any other 5 Series generation, for that matter). The result is a vehicle that doesn’t look as much like a luxurious executive sedan, and some have even said it looks a bit like a front-wheel drive car.

I don’t agree that it does, but there’s no getting away from the fact that the G30 had more classical proportions that many would consider prettier too. Aesthetic merit is in the eye of the beholder, though, and the G60’s design isn’t bad overall. My favorite angle is the head-on rear perspective, which highlights the car’s planted stance and wide flanks. This is further emphasized by the width of the slim rear lights, which make the car feel more grown-up than its predecessor.

I was surprised to see that none of the current BMW G60 variants have visible exhausts anymore. The exhaust is either hidden under the rear bumper somewhere or it’s not needed, as in the case of the i5 models. This is unusual for BMW, one of the manufacturers that kept clear of the fake exhaust tip trend that has swept the industry and made victims of its traditional rivals Mercedes-Benz and Audi.

It’s as if BMW is ashamed of the fact that the G60 still runs by burning liquid fuel, and having visible tips doesn’t seem to be desirable anymore; not even the M Sport variant gets them. There is a strong chance the only 5 Series variant with real exhausts will be the upcoming M5 variant.

My non-M pack tester was still attractive overall. Its Phytonic Blue paint and optional 20-inch aerodynamic wheels certainly helped it draw looks. I also liked the illuminated grille outline (Iconic Glow), which I thought was more tasteful than in the XM that I drove previously because the strip of light itself was thinner and more subtle.

Don’t Avoid the G60 BMW 520d

BMW has made an effort to keep the 520d nameplate alive for the G60 generation, and we’re happy it did. It may not be the quickest BMW, but it’s smooth, refined, punchy, and efficient. This blend of qualities will surely find favor with executive buyers who still do a lot of highway miles around Europe and want the lowest possible fuel costs for such a vehicle.

The 2024 520d will probably sell reasonably well, although since BMW isn’t pushing diesel as much as it once was, it will never reach the popularity of older diesel-powered 5 Series models. And you can very easily go overboard with the price and make it really expensive for a 520d.

In Europe, the 2024 BMW 520d range kicks off at just under €60,000, but my xDrive tester pushed the price to almost €90,000, and it didn’t have everything on it. You can, if you want, spec a 520d to cost over €100,000, which not only shows how expensive new cars have become but also that BMW has moved the model upmarket into the segment occupied by the short-wheelbase 7 Series a decade ago.

First published by https://www.bmwblog.com

According to Associated Press, BMW is issuing a recall for a limited number of SUVs in the United States due to concerns that the air bag inflators for the driver’s side could rupture upon impact, potentially releasing metal fragments and posing a risk of injury or fatality to occupants. According to documents released by U.S. auto safety regulators on Saturday, the recall specifically applies to 486 X3, X4, and X5 SUVs from the 2014 model year. These vehicles are allegedly equipped with air bags manufactured by Takata Corp. of Japan.

The risk of a hazardous malfunction triggered the most extensive set of automobile recalls in U.S. history, encompassing a minimum of 67 million Takata inflators. The U.S. government reports that a substantial number of these inflators remain unrepaired. Globally, around 100 million inflators have been recalled. In May 2023, BMW issued a “Do Not Drive” warning to another 90,000 vehicles with Takata airbags.

The NHTSA investigation opened in 2021 covers more than 30 million inflators in over 200 models from 20 car and truck automakers, including Honda, Stellantis, General Motors, Ford, Nissan, Tesla, BMW, Toyota, Jaguar Land Rover, Daimler Vans, Mitsubishi, Subaru, Mercedes-Benz, Ferrari, McLaren, Porsche, Mazda, Karma, Fisker, Spartan Fire vehicles.

In the NHTSA notice, the following information was relayed:

“On November 6, 2023, BMW became aware of a customer complaint that was submitted to NHTSA in which it was alleged that the driver air bag on a Model Year 2014 BMW X3 ruptured. BMW immediately initiated an engineering investigation, and proactively contacted the air bag supplier, and also NHTSA. Although the analysis has been initiated, it is still in the preliminary stages, and will continue. Preliminary information suggests that there may have been an anomaly during a specific period of time involving inflator production at the supplier. As of the filing date of this Part 573 report, the vehicle has not been able to be inspected. On November 16, 2023, BMW decided to conduct a voluntary safety recall for vehicles containing inflators from the production lot in which the field vehicle was equipped. BMW and TK Global will continue to analyze available information, and attempt to perform a vehicle inspection.”

In the NHTSA notice, BMW says that “Owners will be notified by First Class mail advising them of the recall and to schedule an appointment with an authorized BMW dealer to have the remedy performed for free. Although unlikely, owners who have had this remedy performed at their own expense prior to the recall notification, may be eligible for reimbursement according to BMW Group’s reimbursement plan in accordance with 49 CFR 573.13 and 49 CFR 577.11. Dealer notification is expected to begin and end on November 27, 2023. Owner notification is expected to begin and end on January 16, 2024.”

We reached out to BMW for a statement and we will update the article when we hear back.

First published by https://www.bmwblog.com

In October, we welcomed our long-term press car, the 2024 BMW iX M60, into our fleet. The Phytonic Blue M-tuned iX arrived in Chicago to serve as our everyday driver for the next few months. Despite a hectic travel schedule, we managed to accumulate 1,000 miles on the car within just a few weeks. Our goal with this iX press car is to treat it like our own, using it for daily errands, family outings, road trips, and occasional fun weekend drives.

Of course, as an electric car, our testing approach differs slightly from that of traditional gasoline-powered vehicles.While with most sports cars, our focus is on the driving dynamics and performance, with electric vehicles, efficiency and charging take center stage. Having owned several BMW i3s over the past nine years, we’re well-versed in maximizing the efficiency and driving range of an electric BMW. The BMW iX M60 is no exception. This means driving at moderate speeds, using the air conditioning or heating sparingly, and pre-conditioning the battery whenever possible to optimize range.

1,000 Miles Update

What have I learned from my 1,000-mile journey with the 2024 BMW iX M60? Above all, it has reaffirmed my initial impression: the iX stands out as one of my preferred BMW models currently available. While its aesthetics may not be its strongest suit, it boasts an intelligent design. What do I mean by that? The dedicated EV-first platform, reminiscent of the i3, signals a vehicle where no compromises were made, granting engineers and designers ample creative freedom. This feeling is certainly palpable in the driving experience, but more on that shortly.

Additionally, the iX features one of the most impressive interiors in today’s BMW lineup. It exudes simplicity, some might label it as minimalistic, avoiding intrusive or overwhelming design and tech elements (despite the presence of a large curved display). The use of top-notch materials and trims further elevates the overall quality of the interior. So let’s dive in into some details.

The Good

The 2024 BMW iX M60 weighs around 5,800 lbs which is certainly on the heavy side of things. The overall proportions are a similar to the X5’s: 195″ long vs. 193.8″, 77.4″ wide vs. 78.9″, and 66.8″ tall vs. 69.5″. So it’s a fairly big car, especially if you live in a congested city like Chicago. But when equipped with the Integral Active Steering, the turning radius of the iX is 21.4 feet vs. 38.1 feet in the X5. Compared to a BMW X5, the iX really feels like a forklift. Hence why it reminds me so much of the i3.

Also thanks to the rear axle steering, the maneuverability of the BMW iX is impressive in the city. Where I notice it most is in parking lots, doing U-turns and naturally on any tight roads. If you live in Chicago, then you know that the parking situations is not great. So you often have to squeeze in between cars at weird angles, but that’s mostly mitigated by the Integral Active Steering option. Of course, IAS also makes the iX handle better on the highway. You will notice that during quick maneuvering and lane changes.

Efficiency and Range

Now, let’s discuss efficiency and range. Most of the 1,000 miles were in ideal weather conditions, ranging from 60°F to 75°F. This meant I didn’t need to use the pre-conditioning mode frequently. The average consumption was 2.4 miles per kWh, providing a range of 252 miles. If I were primarily driving on the highway, I could achieve a range of 305 miles (based on 2.9 kWh per mile multiplied by the 105.2 kWh net battery capacity). Our 2024 BMW iX M60, equipped with 22-inch wheels, has an EPA-rated range of 274 miles.

Despite not having a home charger, I found numerous Electrify America chargers nearby, and surprisingly, they all functioned without any downtime. Despite hearing negative stories about the Electrify America network, I personally haven’t encountered any issues. My only wish is that they were rated at more than 150 kW, considering the iX’s DC Fast Charging capability goes up to 195 kW.

On the performance side, this 2024 BMW iX M60 is bonkers fast! BMW says 3.6 seconds to 60 mph, but I’m willing to bet a 3.3 – 3.4 seconds times. Do I need that power and acceleration? Likely not. The iX xDrive50 is already a very competent car, but since I have the M Performance, I decided to have some fun with it. Thanks to its low center of gravity and excellent balance, the iX M60 can provide an enjoyable driving experience without the bulkiness and body roll typical of larger SUVs.

The Highway Assistant

If there’s one package in the iX that I absolutely love and highly recommend, it’s the Driving Assistance Professional Package priced at $2,300. This package encompasses the Active Driving Assistant Pro, Highway Assistant, Parking Assistant Professional, Active Cruise Control, Active Lane Keeping Assistant with side collision, and Traffic Jam Assistant. As a 2024 model, this iX M60 is equipped with the enhanced Highway Assistant features (Level 2+),  identical to those in the i7 and i5, allowing for hands-free driving up to 85 mph. I almost always engage it on the highway, enhancing the overall comfort and relaxation of the ride. It performs great, with only occasional challenges during nighttime when lane markings are hard to discern.

I wasn’t going to touch much on the Air Suspension, but it’s too great to ignore it. At times, the iX M60 feels like a 7 Series, despite having a stiffer suspension than on the iX xDrive50. It floats over the road and bumps, absorbing the shocks and delivering a very soft and comfortable ride. There isn’t much to add, it’s just great!

Lastly, the interior space is a standout feature for me. In comparison to my recently acquired i4, the absence of a transmission tunnel enhances the usability of the interior. This translates to ample space for three adults in the back with generous legroom. As a family car, the iX M60 suits my needs, reserving the 1M for the occasional mid-life crisis. I promptly installed two Clek car seats – one rear-facing and one front-facing for a toddler. Even with the car seats and the added snack bags and diaper bags that typically accompany family travels, there’s still plenty of room in the rear. There’s even enough space for a smaller adult to squeeze between the car seats if needed.

The Bad

I have a saying: There is no such thing as the perfect car. Of course, that’s an arguable statement. But in my case, I have yet to find the perfect BMW. Many come close though. The BMW iX M60 comes with its own set of quirks, and the first one worth mentioning is related to the front seats. Standing at 6’2″, I find that the seat length is simply too short. It lacks sufficient thigh support, and unfortunately, there’s no option to extend them.

Strangely, considering the ample footwell space and the convenience provided by the flat-bottom steering for easy access and exit, it’s unclear why BMW opted for such short seats. Nevertheless, this seems like a straightforward issue to address, and hopefully, the upcoming facelift will bring about improvements in the seat design. Staying on the seats topic, there isn’t also enough side support, but that doesn’t bother me as much as the previous issue.

Next on the cons list – A Trailer Hitch. It’s a bit disappointing that the BMW iX doesn’t come with a trailer hitch. Placing a bike on top of the EV could significantly diminish the range by disrupting the car’s aerodynamics, so that’s not an option for me. It is offered though in other markets, so it’s likely a regulation thing for the US. Nonetheless, I wish the iX had it.

Finally, let’s talk about the frunk. I’m still puzzled as to why BMW chose to omit it. There’s ample space beneath that substantial hood, and creating a small storage compartment doesn’t seem overly complex. While not everyone may utilize it regularly – I myself rarely used the one in my i3, albeit it wasn’t waterproof or particularly spacious – it remains a desirable feature. It’s worth noting that Tesla owners often highlight the frunk as a positive selling point in comparison.

What’s Next?

Winter is around the corner, and in Chicago, known for its lengthy and severe winters, we’ve already encountered our initial snowfall and freezing temperatures. Consequently, a decision looms ahead: should I switch to winter tires or stick with the performance rubber? Clearly, the wiser choice is the former, so I’ll be looking into that soon. Also, I plan to test the iX’s range with and without the precondition feature, examining its impact. Next, I’ll provide updates on efficiency during the winter months and share my experiences driving this large EV in snowy conditions.

Stay tuned for numerous updates, both here and on our social media and YouTube channels. As always, if you have suggestions for content, topics to cover, or feedback, feel free to leave them in the comments below!

First published by https://www.bmwblog.com